US6752131B2 - Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine - Google Patents
Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine Download PDFInfo
- Publication number
- US6752131B2 US6752131B2 US10/193,555 US19355502A US6752131B2 US 6752131 B2 US6752131 B2 US 6752131B2 US 19355502 A US19355502 A US 19355502A US 6752131 B2 US6752131 B2 US 6752131B2
- Authority
- US
- United States
- Prior art keywords
- air
- cylinder
- fuel
- solenoid
- piston
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M67/00—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type
- F02M67/02—Apparatus in which fuel-injection is effected by means of high-pressure gas, the gas carrying the fuel into working cylinders of the engine, e.g. air-injection type the gas being compressed air, e.g. compressed in pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
- F02D21/10—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air having secondary air added to the fuel-air mixture
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0276—Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates generally to reducing emissions from diesel engines and more specifically to electronically-controlled air injection to achieve simultaneous reduction of NO X and particulates emissions from a diesel engine.
- Oxides of nitrogen, NO and NO 2 are formed by the reaction of nitrogen and oxygen from the combustion of the air-fuel mixture at high temperatures during the diesel combustion stroke.
- the high-temperature combustion of the diesel engine which is responsible for its high efficiency is also the cause of its NOx emissions.
- Particulates are conglomerates formed during combustion that may consist of large aromatic molecules with very high carbon-to-hydrogen ratios, inorganic species originating in the lube oil, sulfates from the oxidation of fuel sulfur, unburned fuel or lube oil, and products from the partial combustion of fuel or lube oil. It is difficult to control both particulates and NOx emissions simultaneously and cost-effectively without imposing significant penalties in fuel economy and/or power on diesel engines because of their inherent trade-off characteristics.
- the diesel engine combustion process consists of an initial premixed stage in which chemical kinetics are rate controlling, followed by a diffusion stage in which mixing is rate controlling. Both NO X and particulate formation rates are generally high in the premixed stage because of higher energy release rates.
- the diffusion stage of the combustion process is generally associated with lower energy release rates than those of the premixed stage.
- the energy release at this stage is controlled by the mixing rate since, during this period, the characteristic time of combustion is much shorter than the characteristic time of fuel-air mixing.
- the mixing process is very important in determining the particulates oxidation rates.
- the present invention is an electronically-controlled late cycle injection of supplemental air to achieve simultaneous reduction of NO X and particulates emissions from a diesel engine without sacrificing its power output or fuel economy, wherein minimal modifications are required to the power assembly and fuel injection equipment, which modifications may be in the form of original engine manufacture or retrofit.
- a high-pressure jet of supplemental air is introduced into the cylinder (specifically, the combustion chamber thereof) late in the diesel cycle which serves to reduce particulate emissions over a broad range of engine operating conditions.
- supplemental air injection is coupled with NO X reducing methods, such as retarded fuel injection timing, multiple injections, or exhaust gas recirculation, simultaneous reduction of both NO X and particulate emissions is realized.
- Controlled quantities of supplemental air are introduced directly into the combustion chamber during the combustion (also referred to as the expansion) stroke or during the combustion and exhaust strokes of the diesel cycle.
- the mass of injected supplemental air is relatively small (about 2% to 10% of the total airflow) compared to the main intake airflow.
- the jet momentum of the supplemental air serves to augment turbulent mixing and also increases the partial pressure of oxygen in the gases surrounding the burning fuel droplets.
- a source of supplemental air in the form of a small portion of the engine's intake air diverted from the intake manifold (filtered air at intake boost conditions);
- a high-pressure compressor and/or a pump to pressurize the supplemental air (for example, to pressures ranging up to 5,000 psi), wherein the pressure should generally be greater than the combustion chamber combustion pressure;
- an electronic control system to control injection timing and delivery characteristics of the supplemental air during the combustion stroke or during the combustion and exhaust strokes of each cylinder, respectively, of a diesel cycle, wherein the beginning of supplemental air injection with respect to piston position in the cylinder, injection pressure, and duration of injection are all electronically controlled.
- the electronically-controlled supplemental air injection system according to the present invention may be implemented in any of three different embodiments.
- a first embodiment of an electronically-controlled supplemental air injection system includes a T-adapter, an air solenoid, a control unit, and a fuel injector.
- the T-adapter receives pressurized fuel from a fuel pump through a fuel check valve and pressurized air from a source of compressed air through an air solenoid and then an air check valve.
- the pressurized fuel and supplemental air are output from the T-adapter through the fuel injector, wherein the air solenoid controls the flow of supplemental air to the fuel injector.
- the air check valve prevents fuel from entering the air line and the fuel check valve prevents air from entering the fuel line.
- a computer control device dynamically controls the opening and closing of the air solenoid according to timing appropriate to a predetermined specific cycle of a diesel engine and the operating conditions of the engine.
- a second embodiment of an electronically-controlled supplemental air injection system includes a modified fuel injector, an air solenoid, and a control unit.
- the fuel injector is modified by forming an air passage through an outside perimeter to a sac thereof.
- the sac is located below a needle of the fuel injector.
- Compressed supplemental air is supplied through an air solenoid to an input of the air passage on the outside perimeter of the fuel injector.
- the supplemental air is supplied to the sac when the control unit opens the air solenoid.
- the supplemental air flows from the sac through an orifice in a tip of the fuel injector.
- a computer control device dynamically controls the opening and closing of the air solenoid according to timing appropriate to a predetermined specific cycle of a diesel engine and the operating conditions of the engine.
- a third embodiment of an electronically-controlled supplemental air injection system includes a cylinder head with at least one air passage, at least one cylinder passage valve, an air solenoid, and a control unit.
- the cylinder head will not have to be modified if it already contains cylinder relief passages, as for example for the purpose of testing and safety procedures.
- a cylinder head not having cylinder relief passages is modified by adding at least one air passage per cylinder.
- the cylinder relief valves are replaced with cylinder passage valves or added to the air passages in the modified cylinder head.
- Compressed supplemental air is supplied through the air solenoid to each cylinder air passage.
- the supplemental air passes into a particular combustion chamber when the control unit opens the air solenoid and the combustion chamber's respective cylinder passage valve.
- a computer control device dynamically controls the opening and closing of the air solenoid according to timing appropriate to a predetermined specific cycle of a diesel engine and the operating conditions of the engine.
- the supplemental air is injected into a combustion chamber during, preferably, one of two specific time periods during the diesel cycle.
- supplemental air is injected into the combustion chamber when the piston is at top dead center (TDC) at the start of the combustion stroke and continues until the exhaust valve is opened.
- supplemental air is injected into the combustion chamber when the piston is at TDC at the start of the combustion stroke and continues until the piston is at TDC at the end of the exhaust stroke.
- FIG. 1 is a side view of a first embodiment of an electronically-controlled supplemental air injection system according to the present invention.
- FIG. 2 is a schematic diagram, further to FIG. 1, showing a compressed air source with an accumulator for supplying a plurality of cylinders with supplemental air.
- FIG. 3 is a side view of a second embodiment of an electronically-controlled supplemental air injection system according to the present invention.
- FIG. 4 is an enlarged partially cross-sectional view, further to FIG. 3, of a modified fuel injector of a second embodiment of an electronically-controlled supplemental air injection system.
- FIG. 5 is a partially cross-sectional view of a third embodiment of an electronically-controlled supplemental air injection system according to the present invention.
- FIG. 6A is a schematic diagram of a four stroke diesel cycle internal combustion engine, depicting the intake stroke thereof according to the present invention.
- FIG. 6B is a schematic diagram of the diesel cycle of FIG. 6A, depicting the compression stroke thereof according to the present invention.
- FIG. 6C is a schematic diagram of the diesel cycle of FIG. 6A, depicting the combustion stroke thereof according to the present invention.
- FIG. 6D is a schematic diagram of the diesel cycle of FIG. 6A, depicting the exhaust stroke thereof according to the present invention.
- FIG. 7 is a chart of event timing of a four stroke diesel cycle internal combustion engine, showing a first specific time period when supplemental air is injected into the combustion chamber according to the present invention.
- FIG. 8 is a chart of event timing for a four stroke diesel cycle internal combustion engine, showing a second specific time period when supplemental air is injected into the combustion chamber according to the present invention.
- FIG. 1 depicts a first embodiment of an electronically-controlled air injection system 10 .
- the electronically-controlled air injection system 10 includes a T-adapter 12 , an air solenoid 14 , a control unit 16 , and a fuel injector 18 for a respective cylinder C.
- the T-adapter 12 has three ports.
- An air input port 36 of the T-adapter 12 receives compressed air A from a compressed air source 26 through the air solenoid 14 via an air line 38 , wherein one end of the air solenoid is coupled to the compressed air source and the other end is coupled to the air input port.
- a fuel input port 32 of the T-adapter 12 receives pressurized fuel F from a fuel pump 20 .
- a fuel check valve 22 prevents compressed air from entering the fuel line 24
- an air check valve 30 prevents fuel from entering the air line 38 .
- the compressed air source 26 could utilize air diverted from the intake manifold, air cooler duct box, or any other suitable air source, wherein the air is compressed to, for example 2,000 to 3,000 psi so as to be above in-cylinder combustion pressure, by, for example, a separate compressor or cam-actuated piston pump.
- the fuel and air lines 24 , 38 are branched for each cylinder. It is preferable to have an accumulator 28 or a rail which has a quantity of available compressed air for each air solenoid 14 for injection of supplemental air S into the respective combustion chamber of a plurality of cylinders (i.e., cyl. 1 , cyl. 2 , cyl. 3 , cyl. 4 , etc.), as shown at FIG. 2 .
- the pressurized fuel F and compressed air A are directed under independent control through the T-adapter 12 and into the fuel injector 18 .
- Fuel F enters through the fuel input port 32
- compressed air A enters through the air input port 36
- both are expelled through an output port 34 of the T-adapter 12 .
- the air solenoid 14 regulates the flow of compressed air A to an air input port 36 of the T-adapter 12 via commands from the control unit 16 according to specific time periods during the diesel cycle.
- the control unit 16 could be an existing engine control module which is modified to have additional outputs for controlling at least one air solenoid 14 or may be a dedicated control unit. Either the dedicated control unit or a modified engine control module is programmed to inject fuel F and independently inject supplemental air S derived from the compressed air A by opening the at least one air solenoid 14 for a dynamically appropriate time period, as discussed hereinbelow.
- a second embodiment of an electronically-controlled air injection system 100 includes a modified fuel injector 118 , the air solenoid 14 , and a control unit 16 ′.
- the previously described fuel injector 18 is now modified, as shown at FIG. 4, by forming an air passage 40 which communicates with a portion of the air line 38 ′ and a sac 42 of the modified fuel injector 118 .
- the sac 42 is located below a fuel valve composed, for example, of a needle 44 and needle seat 46 of the modified fuel injector 118 .
- Compressed air A is regulated through the air solenoid 14 to the passage 40 , wherein the compressed air is supplied to the sac 42 and then flows out through an orifice 48 to a combustion chamber external thereto.
- Fuel F flows through fuel passages 50 into the sac 42 and then out to the combustion chamber through the orifice 48 when the needle 44 opens relative to the needle seat 46 .
- the control unit 16 ′ is programmed to inject fuel F and independently inject supplemental air S derived from the compressed air A by opening the at least one air solenoid 14 for a dynamically appropriate time period, as discussed hereinbelow.
- the advantages of the second embodiment include: a) elimination of check valves in the high pressure air and fuel lines; b) lower fill volumes for both compressed supplemental air and fuel in the injector body; c) supplemental air injection through the same orifices as that of the fuel; and d) supplemental air injection events independent of needle lift (fuel injection events).
- a third embodiment of an electronically-controlled air injection system 200 includes a modified cylinder head 60 having at least one auxiliary air passage 62 , the air solenoid 14 , and a control unit 16 ′′.
- the cylinder head of an engine will not have to be modified if it already contains cylinder relief passages, for example, where there are cylinder relief valves (CRV) for testing, inspection, or other purposes.
- a cylinder head not having cylinder relief passages is modified by forming the at least one auxiliary air passage 62 through an outside perimeter of the cylinder head to a surface area communicating with the combustion chamber 64 .
- the modified cylinder head 60 includes a fuel injector 218 , an intake valve assembly 66 , an exhaust valve assembly 68 , an intake port 70 , an exhaust port 72 , and the above-mentioned fuel pump 20 and fuel line 24 to the fuel injector.
- the engine 74 includes a cylinder 76 , a piston 78 , the aforementioned combustion chamber 64 (located in the cylinder above the piston), a connecting rod 80 , and a crankshaft 82 .
- the at least one auxiliary air passage 62 communicates with the air solenoid 14 via an air line 38 ′′.
- Cylinder passage valves 84 are added to the cylinder relief passages, which serve as check valves that allow the flow of compressed supplemental air into the combustion chamber, but prevent the pressurized contents of the combustion chamber from escaping through the auxiliary air passages.
- the air solenoid 14 regulates the flow of compressed air to the at least one air passage 62 via commands from the control unit 16 ′′ which is programmed to inject fuel F and independently inject supplemental air S derived from the compressed air A by opening the at least one air solenoid 14 for a dynamically appropriate time period, as discussed hereinbelow.
- FIGS. 6A through 6D illustrate the four strokes of a diesel cycle internal combustion engine 400 with respect to the first embodiment (one cylinder being shown for simplicity).
- FIG. 6A shows the intake stroke, wherein the intake valve 402 is open, the exhaust valve 408 is closed, and air is drawn into the combustion chamber 404 through the open intake valve as the piston 406 moves downwardly from top dead center (TDC) toward bottom dead center (BDC).
- FIG. 6B shows the compression stroke, wherein both the intake and exhaust valves are closed, and the piston moves upwardly toward TDC.
- the fuel injector 18 injects fuel F into the combustion chamber.
- FIG. 6C shows the combustion stroke, wherein the piston is forced toward BDC by gas expansion caused by combustion of the fuel-air mixture in the cylinder.
- FIG. 6D shows the exhaust stroke, wherein the intake valve remains closed, the exhaust valve opens, and the piston moves toward TDC thereby expelling the combusted gases out of the combustion chamber through the exhaust valve.
- the diesel cycle begins with an intake process 502 delineated between intake valve opening (IVO) and intake valve closing (IVC), wherein the intake stroke goes from piston top dead center (TDC) after IVO to piston bottom dead center (BDC) before IVC.
- IVO intake valve opening
- IVC intake valve closing
- compression process 504 delineated between IVC and piston TDC, wherein the compression stroke goes from piston BDC before IVC to piston TDC.
- combustion process 506 delineated between TDC and exhaust valve opening (EVO) wherein the combustion stroke goes from piston TDC to piston BDC after EVO.
- EVO exhaust valve opening
- EVC exhaust stroke 508 delineated between EVO and exhaust valve closing
- beginning of fuel injection occurs just prior to piston TDC during the later portion of the compression process 504 .
- a computer control module dynamically adjusts the locations of the BOFI and the end of fuel injection per programming relevant to sensed engine operational parameters.
- supplemental air injection starts at any time upon and after piston TDC of the commencement of the combustion process 506 and continues until the exhaust valve is opened (EVO).
- the timing of the supplemental air injection process 512 may be advanced, retarded, lengthened and/or contracted per the commands of the engine control module responsive to programming relevant to sensed engine operational parameters.
- supplemental air injection starts at piston TDC of the commencement of the combustion process 506 and continues until piston TDC of the exhaust process 508 .
- the timing of the supplemental air injection process 512 ′ may be advanced, retarded, lengthened and/or contracted per the commands of the engine control module responsive to programming relevant to sensed engine operational parameters.
- the diesel combustion process can be altered to achieve a favorable NO X versus particulates exhaust gas emissions tradeoff.
- a two-stage combustion process achieves simultaneous reduction of NO X and particulate emissions, while improving the fuel efficiency from a diesel engine.
- a low temperature of combustion is promoted, which helps to lower the rate of NO X formation.
- Low temperature combustion may be promoted by a variety of methodologies, including retarded fuel injection timing, exhaust gas recirculation, injection rate shaping, multiple injections, and membrane-based nitrogen enriched intake air, any of which is considered to be a practical way to achieve combustion at relatively lower overall temperatures.
- supplemental air is injected at relatively higher pressure than the pressure in the combustion chamber (about 2000 to 3000 psi) in order to enhance the fuel-air mixing and particulates and gaseous hydrocarbons oxidation at relatively lower combustion temperatures.
Abstract
Description
Claims (15)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/193,555 US6752131B2 (en) | 2002-07-11 | 2002-07-11 | Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine |
EP03010941A EP1380748A3 (en) | 2002-07-11 | 2003-05-15 | Electronically-controlled air injection system for an internal combustion engine |
EP11180971A EP2407661A3 (en) | 2002-07-11 | 2003-05-15 | Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/193,555 US6752131B2 (en) | 2002-07-11 | 2002-07-11 | Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine |
Publications (2)
Publication Number | Publication Date |
---|---|
US20040007217A1 US20040007217A1 (en) | 2004-01-15 |
US6752131B2 true US6752131B2 (en) | 2004-06-22 |
Family
ID=29735336
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/193,555 Expired - Lifetime US6752131B2 (en) | 2002-07-11 | 2002-07-11 | Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine |
Country Status (2)
Country | Link |
---|---|
US (1) | US6752131B2 (en) |
EP (2) | EP1380748A3 (en) |
Cited By (31)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20040255875A1 (en) * | 2003-01-27 | 2004-12-23 | Sic Motors, D.O.O. | System and method for adding air to an explosion chamber in an engine cylinder |
US20070175440A1 (en) * | 2006-01-27 | 2007-08-02 | Gm Global Technology Operations, Inc. | Method and apparatus for a spark-ignited direct injection engine |
US20080195295A1 (en) * | 2004-03-31 | 2008-08-14 | Takashi Kaneko | Fuel injection system for internal combustion engine |
US7878178B2 (en) | 2005-08-18 | 2011-02-01 | Honeywell International Inc. | Emissions sensors for fuel control in engines |
US8165786B2 (en) | 2005-10-21 | 2012-04-24 | Honeywell International Inc. | System for particulate matter sensor signal processing |
US8265854B2 (en) | 2008-07-17 | 2012-09-11 | Honeywell International Inc. | Configurable automotive controller |
US8504175B2 (en) | 2010-06-02 | 2013-08-06 | Honeywell International Inc. | Using model predictive control to optimize variable trajectories and system control |
USRE44452E1 (en) | 2004-12-29 | 2013-08-27 | Honeywell International Inc. | Pedal position and/or pedal change rate for use in control of an engine |
US8613269B2 (en) | 2010-09-11 | 2013-12-24 | Pavel Shehter | Internal combustion engine with direct air injection |
US8620461B2 (en) | 2009-09-24 | 2013-12-31 | Honeywell International, Inc. | Method and system for updating tuning parameters of a controller |
US20140299671A1 (en) * | 2013-04-05 | 2014-10-09 | Enginetics, Llc | Co-axial dual fluids metering system and methods |
US20140299114A1 (en) * | 2013-04-05 | 2014-10-09 | Enginetics, Llc | System control strategy and methods for multi-physics fuel atomizer |
US9650934B2 (en) | 2011-11-04 | 2017-05-16 | Honeywell spol.s.r.o. | Engine and aftertreatment optimization system |
US9677493B2 (en) | 2011-09-19 | 2017-06-13 | Honeywell Spol, S.R.O. | Coordinated engine and emissions control system |
US9903329B2 (en) | 2012-04-16 | 2018-02-27 | Cummins Intellectual Property, Inc. | Fuel injector |
US10036338B2 (en) | 2016-04-26 | 2018-07-31 | Honeywell International Inc. | Condition-based powertrain control system |
US10124750B2 (en) | 2016-04-26 | 2018-11-13 | Honeywell International Inc. | Vehicle security module system |
US10167809B1 (en) | 2017-07-26 | 2019-01-01 | GM Global Technology Operations LLC | Multi-pulse fuel injection system and control logic for internal combustion engine assemblies |
US10235479B2 (en) | 2015-05-06 | 2019-03-19 | Garrett Transportation I Inc. | Identification approach for internal combustion engine mean value models |
US10272779B2 (en) | 2015-08-05 | 2019-04-30 | Garrett Transportation I Inc. | System and approach for dynamic vehicle speed optimization |
US10309287B2 (en) | 2016-11-29 | 2019-06-04 | Garrett Transportation I Inc. | Inferential sensor |
US10415492B2 (en) | 2016-01-29 | 2019-09-17 | Garrett Transportation I Inc. | Engine system with inferential sensor |
US10423131B2 (en) | 2015-07-31 | 2019-09-24 | Garrett Transportation I Inc. | Quadratic program solver for MPC using variable ordering |
US10503128B2 (en) | 2015-01-28 | 2019-12-10 | Garrett Transportation I Inc. | Approach and system for handling constraints for measured disturbances with uncertain preview |
US10621291B2 (en) | 2015-02-16 | 2020-04-14 | Garrett Transportation I Inc. | Approach for aftertreatment system modeling and model identification |
US11057213B2 (en) | 2017-10-13 | 2021-07-06 | Garrett Transportation I, Inc. | Authentication system for electronic control unit on a bus |
US11156180B2 (en) | 2011-11-04 | 2021-10-26 | Garrett Transportation I, Inc. | Integrated optimization and control of an engine and aftertreatment system |
US11167744B2 (en) | 2019-06-14 | 2021-11-09 | GM Global Technology Operations LLC | AI-enhanced nonlinear model predictive control of power split and thermal management of vehicle powertrains |
US11241967B2 (en) | 2019-05-23 | 2022-02-08 | GM Global Technology Operations LLC | Motor vehicles, powertrain systems and control logic for the dynamic allocation of fast torque production |
US11420523B2 (en) | 2020-09-25 | 2022-08-23 | GM Global Technology Operations LLC | Enhanced electric drive vehicle operation via pulse width modulation (PWM) type and frequency control |
US11685261B2 (en) | 2020-10-26 | 2023-06-27 | GM Global Technology Operations LLC | Enhanced electric drive vehicle performance with extended motor torque capabilities |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7743606B2 (en) * | 2004-11-18 | 2010-06-29 | Honeywell International Inc. | Exhaust catalyst system |
US7182075B2 (en) * | 2004-12-07 | 2007-02-27 | Honeywell International Inc. | EGR system |
US7275374B2 (en) * | 2004-12-29 | 2007-10-02 | Honeywell International Inc. | Coordinated multivariable control of fuel and air in engines |
US7165399B2 (en) * | 2004-12-29 | 2007-01-23 | Honeywell International Inc. | Method and system for using a measure of fueling rate in the air side control of an engine |
US7591135B2 (en) * | 2004-12-29 | 2009-09-22 | Honeywell International Inc. | Method and system for using a measure of fueling rate in the air side control of an engine |
US20060168945A1 (en) * | 2005-02-02 | 2006-08-03 | Honeywell International Inc. | Aftertreatment for combustion engines |
US7752840B2 (en) * | 2005-03-24 | 2010-07-13 | Honeywell International Inc. | Engine exhaust heat exchanger |
US7469177B2 (en) * | 2005-06-17 | 2008-12-23 | Honeywell International Inc. | Distributed control architecture for powertrains |
US7357125B2 (en) * | 2005-10-26 | 2008-04-15 | Honeywell International Inc. | Exhaust gas recirculation system |
US20070144149A1 (en) * | 2005-12-28 | 2007-06-28 | Honeywell International Inc. | Controlled regeneration system |
US7415389B2 (en) * | 2005-12-29 | 2008-08-19 | Honeywell International Inc. | Calibration of engine control systems |
US7500464B2 (en) * | 2006-03-06 | 2009-03-10 | Lytesyde, Llc | Fuel processor apparatus and method for a diesel engine |
CN102808701B (en) * | 2011-06-03 | 2015-08-05 | 上海坤孚企业(集团)有限公司 | A kind ofly be applied in intelligent electric-controlled oil supply system on petrol engine and fuel supply method thereof |
CA2798870C (en) * | 2012-12-17 | 2014-07-22 | Westport Power Inc. | Air-enriched gaseous fuel direct injection for an internal combustion engine |
HU231415B1 (en) * | 2021-05-23 | 2023-08-28 | István Kárpáty | Internal combustion engine with oxygen compressor, method, computer program product and computer readable storage unit for operating an internal combustion engine with oxygen compressor |
DE102021132041A1 (en) * | 2021-12-06 | 2023-06-07 | POLYTEC - SCIENCE GmbH | Fuel/air injection system for internal combustion engines, turbine engines and other atomization systems |
Citations (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3017872A (en) | 1960-03-04 | 1962-01-23 | Gen Motors Corp | Air injection system for an internal combustion engine |
US3043289A (en) | 1960-03-09 | 1962-07-10 | Fox Morris | Safety guard for gas range on-and-off valves |
US3043281A (en) | 1960-03-04 | 1962-07-10 | Gen Motors Corp | Air injection system for an internal combustion engine |
US3195518A (en) | 1960-03-04 | 1965-07-20 | Gen Motors Corp | Means for introducing a pressurized fluid into an internal combustion engine combustion chamber through the spark plug opening |
US3630021A (en) | 1970-06-02 | 1971-12-28 | Irving N Bishop | Internal combustion engine including means for reducing emissions |
US3814065A (en) | 1969-12-11 | 1974-06-04 | Volkswagenwerk Ag | Combustion engine with additional air inlet valve |
US3851632A (en) | 1972-09-11 | 1974-12-03 | Agency Ind Science Techn | Method for controlling noxious components of exhaust gas from diesel engine |
US4192262A (en) | 1977-01-08 | 1980-03-11 | Nissan Motor Company, Limited | Control system for varying the amount of scavenging air to be admitted to internal combustion engine |
US4782809A (en) * | 1987-11-19 | 1988-11-08 | Motorola, Inc. | Fuel injector with electronic control circuit |
US4899714A (en) * | 1988-10-12 | 1990-02-13 | Ford Motor Company | Air/gas forced fuel injection system |
US4924823A (en) | 1987-10-07 | 1990-05-15 | Honda Giken Kogyo Kabushiki Kaisha | Six stroke internal combustion engine |
US5190216A (en) * | 1991-04-19 | 1993-03-02 | Deneke Carl F | Fuel-injection apparatus for internal combustion engines |
US5832725A (en) | 1994-12-30 | 1998-11-10 | Hyundai Motor Company | Device for reducing air polluting emissions from vehicles |
US6047671A (en) * | 1995-08-18 | 2000-04-11 | Orbital Engine Company (Australia) Pty Limited | Fuel injection system for internal combustion engines |
US6173567B1 (en) | 1998-09-14 | 2001-01-16 | The University Of Chicago | Method to reduce diesel engine exhaust emissions |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5827813A (en) * | 1981-08-12 | 1983-02-18 | Hino Motors Ltd | Power increasing device of diesel engine for vehicle |
JPH03179164A (en) * | 1989-12-07 | 1991-08-05 | Hino Motors Ltd | Combustion accelerating air injector for diesel engine |
DE4225991C2 (en) * | 1991-08-16 | 1998-01-29 | Hans Villinger | High pressure air fuel injector for a diesel internal combustion engine |
JP2998541B2 (en) * | 1993-12-29 | 2000-01-11 | 三菱自動車工業株式会社 | Direct injection diesel engine |
AUPP070497A0 (en) * | 1997-12-03 | 1998-01-08 | Orbital Engine Company (Australia) Proprietary Limited | Improved method of fuelling an engine |
-
2002
- 2002-07-11 US US10/193,555 patent/US6752131B2/en not_active Expired - Lifetime
-
2003
- 2003-05-15 EP EP03010941A patent/EP1380748A3/en not_active Withdrawn
- 2003-05-15 EP EP11180971A patent/EP2407661A3/en not_active Withdrawn
Patent Citations (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3017872A (en) | 1960-03-04 | 1962-01-23 | Gen Motors Corp | Air injection system for an internal combustion engine |
US3043281A (en) | 1960-03-04 | 1962-07-10 | Gen Motors Corp | Air injection system for an internal combustion engine |
US3195518A (en) | 1960-03-04 | 1965-07-20 | Gen Motors Corp | Means for introducing a pressurized fluid into an internal combustion engine combustion chamber through the spark plug opening |
US3043289A (en) | 1960-03-09 | 1962-07-10 | Fox Morris | Safety guard for gas range on-and-off valves |
US3814065A (en) | 1969-12-11 | 1974-06-04 | Volkswagenwerk Ag | Combustion engine with additional air inlet valve |
US3630021A (en) | 1970-06-02 | 1971-12-28 | Irving N Bishop | Internal combustion engine including means for reducing emissions |
US3851632A (en) | 1972-09-11 | 1974-12-03 | Agency Ind Science Techn | Method for controlling noxious components of exhaust gas from diesel engine |
US4192262A (en) | 1977-01-08 | 1980-03-11 | Nissan Motor Company, Limited | Control system for varying the amount of scavenging air to be admitted to internal combustion engine |
US4924823A (en) | 1987-10-07 | 1990-05-15 | Honda Giken Kogyo Kabushiki Kaisha | Six stroke internal combustion engine |
US4782809A (en) * | 1987-11-19 | 1988-11-08 | Motorola, Inc. | Fuel injector with electronic control circuit |
US4899714A (en) * | 1988-10-12 | 1990-02-13 | Ford Motor Company | Air/gas forced fuel injection system |
US5190216A (en) * | 1991-04-19 | 1993-03-02 | Deneke Carl F | Fuel-injection apparatus for internal combustion engines |
US5832725A (en) | 1994-12-30 | 1998-11-10 | Hyundai Motor Company | Device for reducing air polluting emissions from vehicles |
US6047671A (en) * | 1995-08-18 | 2000-04-11 | Orbital Engine Company (Australia) Pty Limited | Fuel injection system for internal combustion engines |
US6173567B1 (en) | 1998-09-14 | 2001-01-16 | The University Of Chicago | Method to reduce diesel engine exhaust emissions |
Non-Patent Citations (23)
Cited By (52)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6941903B2 (en) * | 2003-01-27 | 2005-09-13 | Sic Tihomir | System and method for adding air to an explosion chamber in an engine cylinder |
US20040255875A1 (en) * | 2003-01-27 | 2004-12-23 | Sic Motors, D.O.O. | System and method for adding air to an explosion chamber in an engine cylinder |
US7630822B2 (en) * | 2004-03-31 | 2009-12-08 | Mitsubishi Heavy Industries, Ltd. | Fuel injection system for internal combustion engine |
US20080195295A1 (en) * | 2004-03-31 | 2008-08-14 | Takashi Kaneko | Fuel injection system for internal combustion engine |
USRE44452E1 (en) | 2004-12-29 | 2013-08-27 | Honeywell International Inc. | Pedal position and/or pedal change rate for use in control of an engine |
US8360040B2 (en) | 2005-08-18 | 2013-01-29 | Honeywell International Inc. | Engine controller |
US8109255B2 (en) | 2005-08-18 | 2012-02-07 | Honeywell International Inc. | Engine controller |
US7878178B2 (en) | 2005-08-18 | 2011-02-01 | Honeywell International Inc. | Emissions sensors for fuel control in engines |
US8165786B2 (en) | 2005-10-21 | 2012-04-24 | Honeywell International Inc. | System for particulate matter sensor signal processing |
US20070175440A1 (en) * | 2006-01-27 | 2007-08-02 | Gm Global Technology Operations, Inc. | Method and apparatus for a spark-ignited direct injection engine |
US7484494B2 (en) | 2006-01-27 | 2009-02-03 | Gm Global Technology Operations, Inc. | Method and apparatus for a spark-ignited direct injection engine |
US8265854B2 (en) | 2008-07-17 | 2012-09-11 | Honeywell International Inc. | Configurable automotive controller |
US8620461B2 (en) | 2009-09-24 | 2013-12-31 | Honeywell International, Inc. | Method and system for updating tuning parameters of a controller |
US9170573B2 (en) | 2009-09-24 | 2015-10-27 | Honeywell International Inc. | Method and system for updating tuning parameters of a controller |
US8504175B2 (en) | 2010-06-02 | 2013-08-06 | Honeywell International Inc. | Using model predictive control to optimize variable trajectories and system control |
US8613269B2 (en) | 2010-09-11 | 2013-12-24 | Pavel Shehter | Internal combustion engine with direct air injection |
US10309281B2 (en) | 2011-09-19 | 2019-06-04 | Garrett Transportation I Inc. | Coordinated engine and emissions control system |
US9677493B2 (en) | 2011-09-19 | 2017-06-13 | Honeywell Spol, S.R.O. | Coordinated engine and emissions control system |
US11619189B2 (en) | 2011-11-04 | 2023-04-04 | Garrett Transportation I Inc. | Integrated optimization and control of an engine and aftertreatment system |
US9650934B2 (en) | 2011-11-04 | 2017-05-16 | Honeywell spol.s.r.o. | Engine and aftertreatment optimization system |
US11156180B2 (en) | 2011-11-04 | 2021-10-26 | Garrett Transportation I, Inc. | Integrated optimization and control of an engine and aftertreatment system |
US10982639B2 (en) | 2012-04-16 | 2021-04-20 | Cummins Intellectual Property, Inc. | Fuel injector |
US9903329B2 (en) | 2012-04-16 | 2018-02-27 | Cummins Intellectual Property, Inc. | Fuel injector |
US9206737B2 (en) * | 2013-04-05 | 2015-12-08 | Enginetics, Llc | System control strategy and methods for multi-physics fuel atomizer |
US11635051B2 (en) * | 2013-04-05 | 2023-04-25 | Enginetics, Llc | Co-axial dual fluids metering system and methods |
US11231003B2 (en) * | 2013-04-05 | 2022-01-25 | Enginetics, Llc | System control strategy and methods for multi-physics fluid atomizing |
US10302058B2 (en) * | 2013-04-05 | 2019-05-28 | Enginetics, Llc | Co-axial dual fluids metering system and methods |
US9828962B2 (en) | 2013-04-05 | 2017-11-28 | Enginetics, Llc | System control strategy and methods for multi-physics fluid atomizing |
US10330069B2 (en) | 2013-04-05 | 2019-06-25 | Enginetics, Llc | System control strategy and methods for multi-physics fluid atomizing |
US20140299114A1 (en) * | 2013-04-05 | 2014-10-09 | Enginetics, Llc | System control strategy and methods for multi-physics fuel atomizer |
US20190285040A1 (en) * | 2013-04-05 | 2019-09-19 | Enginetics, Llc | System control strategy and methods for multi-physics fluid atomizing |
US20140299671A1 (en) * | 2013-04-05 | 2014-10-09 | Enginetics, Llc | Co-axial dual fluids metering system and methods |
US10503128B2 (en) | 2015-01-28 | 2019-12-10 | Garrett Transportation I Inc. | Approach and system for handling constraints for measured disturbances with uncertain preview |
US11687688B2 (en) | 2015-02-16 | 2023-06-27 | Garrett Transportation I Inc. | Approach for aftertreatment system modeling and model identification |
US10621291B2 (en) | 2015-02-16 | 2020-04-14 | Garrett Transportation I Inc. | Approach for aftertreatment system modeling and model identification |
US10235479B2 (en) | 2015-05-06 | 2019-03-19 | Garrett Transportation I Inc. | Identification approach for internal combustion engine mean value models |
US11144017B2 (en) | 2015-07-31 | 2021-10-12 | Garrett Transportation I, Inc. | Quadratic program solver for MPC using variable ordering |
US11687047B2 (en) | 2015-07-31 | 2023-06-27 | Garrett Transportation I Inc. | Quadratic program solver for MPC using variable ordering |
US10423131B2 (en) | 2015-07-31 | 2019-09-24 | Garrett Transportation I Inc. | Quadratic program solver for MPC using variable ordering |
US11180024B2 (en) | 2015-08-05 | 2021-11-23 | Garrett Transportation I Inc. | System and approach for dynamic vehicle speed optimization |
US10272779B2 (en) | 2015-08-05 | 2019-04-30 | Garrett Transportation I Inc. | System and approach for dynamic vehicle speed optimization |
US11506138B2 (en) | 2016-01-29 | 2022-11-22 | Garrett Transportation I Inc. | Engine system with inferential sensor |
US10415492B2 (en) | 2016-01-29 | 2019-09-17 | Garrett Transportation I Inc. | Engine system with inferential sensor |
US10124750B2 (en) | 2016-04-26 | 2018-11-13 | Honeywell International Inc. | Vehicle security module system |
US10036338B2 (en) | 2016-04-26 | 2018-07-31 | Honeywell International Inc. | Condition-based powertrain control system |
US10309287B2 (en) | 2016-11-29 | 2019-06-04 | Garrett Transportation I Inc. | Inferential sensor |
US10167809B1 (en) | 2017-07-26 | 2019-01-01 | GM Global Technology Operations LLC | Multi-pulse fuel injection system and control logic for internal combustion engine assemblies |
US11057213B2 (en) | 2017-10-13 | 2021-07-06 | Garrett Transportation I, Inc. | Authentication system for electronic control unit on a bus |
US11241967B2 (en) | 2019-05-23 | 2022-02-08 | GM Global Technology Operations LLC | Motor vehicles, powertrain systems and control logic for the dynamic allocation of fast torque production |
US11167744B2 (en) | 2019-06-14 | 2021-11-09 | GM Global Technology Operations LLC | AI-enhanced nonlinear model predictive control of power split and thermal management of vehicle powertrains |
US11420523B2 (en) | 2020-09-25 | 2022-08-23 | GM Global Technology Operations LLC | Enhanced electric drive vehicle operation via pulse width modulation (PWM) type and frequency control |
US11685261B2 (en) | 2020-10-26 | 2023-06-27 | GM Global Technology Operations LLC | Enhanced electric drive vehicle performance with extended motor torque capabilities |
Also Published As
Publication number | Publication date |
---|---|
US20040007217A1 (en) | 2004-01-15 |
EP2407661A2 (en) | 2012-01-18 |
EP1380748A2 (en) | 2004-01-14 |
EP1380748A3 (en) | 2007-01-03 |
EP2407661A3 (en) | 2012-04-04 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US6752131B2 (en) | Electronically-controlled late cycle air injection to achieve simultaneous reduction of NOx and particulates emissions from a diesel engine | |
CN103154474B (en) | The method of the stoichiometric explosive motor of vaporized fuel and operation explosive motor | |
CN102374059B (en) | Control method and the device of diesel engine | |
JP4251123B2 (en) | Internal combustion engine | |
US7377254B2 (en) | Extending operating range of a homogeneous charge compression ignition engine via cylinder deactivation | |
US5746189A (en) | EGR gas assist injection system for internal combustion engine | |
US7261097B2 (en) | EGR system for spark-ignited gasoline engine | |
EP1389679A4 (en) | Compression ignition internal combustion engine | |
JP2003286879A (en) | Combustion control device for diesel engine | |
US20080156293A1 (en) | Method for operating a diesel engine in a homogeneous charge compression ignition combustion mode under idle and light-load operating conditions | |
JP4007310B2 (en) | Internal combustion engine capable of premixed compression self-ignition operation using two types of fuel | |
EP1036272B1 (en) | Method of injection of a fuel-gas mixture to an engine | |
WO2001046573A1 (en) | A direct injection four stroke engine with auto-ignition | |
CN103415691A (en) | Fuel injection device | |
US7028652B2 (en) | Device for controlling an internal combustion engine with a variable valve timing system | |
US9151222B2 (en) | Six-stroke combustion cycle engine and process | |
KR101697142B1 (en) | Control method for an internal combustion engine and internal combustion engine | |
CN109026412A (en) | A kind of dual fuel engine lean burn method for organizing | |
CN102016274A (en) | Direct injection spark ignition internal combustion engine, and fuel injection control method therefor | |
EP1373694B1 (en) | Method of controlling the injection of fluid into an internal combustion engine | |
US7574992B2 (en) | Fuel injector with multiple injector nozzles for an internal combustion engine | |
US20080098983A1 (en) | Cool combustion emissions solution for auto-igniting internal combustion engine | |
US5522359A (en) | Method of operating a diesel engine, and diesel engine | |
JPH10288038A (en) | Direct injection type diesel engine | |
US20050072401A1 (en) | Method for fuel injection in a combustion engine, and combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: GENERAL MOTORS CORPORATION, MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:POOLA, RAMESH B.;LILL, RICHARD J.;GOTTEMOLLER, PAUL;AND OTHERS;REEL/FRAME:013236/0837;SIGNING DATES FROM 20020528 TO 20020626 |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
AS | Assignment |
Owner name: GENERAL MOTORS CORPORATION, MICHIGAN Free format text: PATENT COLLATERAL ASSIGNMENT AND SECURITY AGREEMENT;ASSIGNOR:ELECTRO-MOTIVE DIESEL, INC.;REEL/FRAME:015896/0254 Effective date: 20050404 |
|
AS | Assignment |
Owner name: ELECTRO-MOTIVE DIESEL, INC., ILLINOIS Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:GENERAL MOTORS CORPORATION;REEL/FRAME:016016/0846 Effective date: 20050404 |
|
AS | Assignment |
Owner name: WACHOVIA CAPITAL FINANCE CORPORATION (CENTRAL), AS Free format text: SECURITY INTEREST;ASSIGNOR:ELECTRO-MOTIVE DIESEL, INC.;REEL/FRAME:016800/0105 Effective date: 20050404 |
|
AS | Assignment |
Owner name: ELECTRO-MOTIVE DIESEL, INC., ILLINOIS Free format text: RELEASE OF SECURITY INTEREST IN PATENTS AS RECORDED ON 08/22/2005 AT REEL 015896, FRAME 0254;ASSIGNOR:GENERAL MOTORS CORPORATION;REEL/FRAME:019224/0363 Effective date: 20050404 |
|
FPAY | Fee payment |
Year of fee payment: 4 |
|
REMI | Maintenance fee reminder mailed | ||
FPAY | Fee payment |
Year of fee payment: 8 |
|
AS | Assignment |
Owner name: ELECTRO-MOTIVE DIESEL, INC., ILLINOIS Free format text: RELEASE OF SECURITY INTEREST;ASSIGNOR:WELLS FARGO CAPITAL FINANCE, LLC, SUCCESSOR BY MERGER TO WACHOVIA CAPITAL FINANCE CORPORATION (CENTRAL);REEL/FRAME:027203/0565 Effective date: 20111017 |
|
FPAY | Fee payment |
Year of fee payment: 12 |
|
AS | Assignment |
Owner name: PROGRESS RAIL LOCOMOTIVE INC., ILLINOIS Free format text: CHANGE OF NAME;ASSIGNOR:ELECTRO-MOTIVE DIESEL, INC.;REEL/FRAME:047254/0247 Effective date: 20160901 |